Apparatus for testing railway train control and cab signal equipments



Oct. 4, 1955 H. J. GROENENDALE 2,719,910

APPARATUS FOR TESTING RAILWAY TRAIN CONTROL. AND CAB SIGNAL EQUIPMENTS N R w INVENTOR. Henry .I Groeuezzdale BY M RN Filed July 28, 1951 HIS A T TORNEY United States Patent APPARATUS FOR TESTING RAILWAY TRAIN CONTROL AND CAB SIGNAL EQUIPMENTS Henry J. Groenendale, Forest Hills, Pa., assignor to Westmghouse Air Brake Company, Wilmer-ding, Pa., a corporation of Pennsylvania Application July 28, 1951, Serial No. 239,091

9 Claims. (Cl. 246-63) My invention relates to apparatus for testing railway train control and cab signal equipments and more particularly to apparatus for testing continuous inductive coded train control and cab signal equipments which use train carried receivers mounted on a train for inductive relation to the track rails for picking up voltages having codes corresponding to the codes of currents supplied to the rails.

The testing procedure heretofore outlined for equipment of the class here involved requires that the equip ment of each locomotive, car or other vehicle on which such equipment is mounted is to receive a complete operation test as that locomotive, car or vehicle is en route from the roundhouse or storage yard in preparation for leaving on a trip over the main line. In rapid transit systems such, for example, as subway systems, the socalled multiple unit cars are used and it has been found prohibitive to make these complete tests of the train control equipment daily because many of the trains do not return to the yards at the end of the day but are held over on storage tracks along the line and start the next day from these layover points. Also, many of the trains are cut at points along the line and run as shorter trains from these points. Furthermore, in many rapid transit systems there is not the time to make the complete tests of all equipments each day at the terminal without an excessive amount of facilities and a large force of men.

Consequently, in many installations of train control where multiple unit cars are involved and where traffic is heavy it is customary to provide so-called departure tests for the train control and cab signal equipment and then make complete tests only at stated intervals, and it is an object of my invention to provide novel and improved apparatus for testing train control and cab signal equipment at any point where trains may enter train control and cab signal territory.

Another object of my invention is the provision of test apparatus of the type here contemplated incorporating novel means for carrying out a cycle of successive tests in a given sequence automatically when the train approaches the point at which it enters the equipped territory.

Again, an object of my invention is the provision of test apparatus of the type here involved incorporating novel means wherewith the wayside signal which governs the movement of the train into the equipped territory cannot be cleared until the testing of the train carried equipment is completed and the equipment found working properly.

Another feature of my invention is the provision of novel test apparatus for train carried cab signal equipment wherewith the test is initiated and carried through in successive steps of an operating cycle and the wayside signal is then cleared automatically in response to the termination of the testing operation.

A still further feature of my invention is the provision of test apparatus of the type here involved incorporating novel means whereby a failure of the apparatus to function properly during any step of an operating cycle that makes up the complete test causes the testing operation to be arrested until the failure is corrected.

Another feature of my invention is the provision of test apparatus for inductive train control and cab signal equipment incorporating improved means for checking the minimum pickup prescribed for the equipment.

Other features, objects and advantages of my inven tion will appear as the specification progresses.

The foregoing features, objects and advantages of my invention are obtained by the provision of a short track circuited section in the approach to the wayside starting signal which governs the movement of a train into the equipped territory. When a train moves into this approach section the train is stopped and a train crew member inserts a train carried element of a coupler, such as a plug coupler, into the other element which is mounted along the wayside. This coupler completes circuit connections by which designated wayside relays are connected in multiple with the cab signal lamps and other selected train control devices, there being a wayside relay for each cab signal lamp or train control device to be tested. These relays control associated stick relays and a time element device in such a manner that an operating cycle comprising several steps is progressively carried out automatically when the wayside station operator moves the signal lever to a position for clearing the starting signal which governs the entrance of the train into the equipped territory. The signal does not operate at once and this movement of the signal lever initiates the operating cycle for testing the train carried equipment in a step by step fashion. During each step of the operating cycle current of a selected code corresponding to a given code used to reflect a given traffic condition is applied to the track circuit of the approach section to correspondingly operate the train carried equipment, the current supplied to the track circuit being slightly less than a minimum prescribed value during one step of the operating cycle to test that the pickup value of the train carried equipment is not less than the prescribed minimum value. The test apparatus functions in such a manner that each step of the operating cycle is not initiated unless the train carried apparatus operates properly during the preceding step of the cycle. When the test cycle has been fully completed and the train carried equipment found to operate properly, then coded current of the code determined by traflic conditions of the equipped territory in advance of the starting signal is applied to the test section to correspondingly operate the train carried equipment. Also, at the end of the test cycle circuits are completed automatically for operating the wayside signal and the signal is cleared to permit the train to enter the equipped territory.

At the end of this testing operation the trainmen disconnect the plug connector and the train is ready to enter upon its trip. The testing apparatus automatically restores itself at the end of each test operation ready to complete another testing operation.

I shall describe one form of apparatus embodying my invention and shall then point out the novel features thereof in claims.

The accompanying drawing is a schematic view showing a preferred form of apparatus embodying my invention when applied to an electrified railway.

Referring to the drawing, the reference characters D and E designate a test track section formed in the approach to a starting signal SS which governs the movement of a train into the equipped territory. That is, the section D-E would be formed in the track leading from the storage yard where trains are held over awaiting departure time or where trains are made up and dispatched at difierent intervals. The signal SS may be any standard form of wayside signal and is illustrated conventionally as a three-position signal adapted to display clear, approach and stop indications.

As illustrated, the signal SS is provided with the customary form of control and operating circuits, the operating circuits being controlled by a track relay TRl, and two line control relays SSH and SSD. The track relay TRl would be responsive to the track circuit immediately in advance of the signal SS, the relay SSH is controlled by a manually operable signal lever SL in a manner to be described hereinafter and the relay SSD would be controlled automatically by traffic conditions in advance in any of the many well-known arrangements not shown. A power source is provided for operating the signal as well as other apparatus and this source may be any suitable form, such as a battery not shown, the positive and negative terminals of this source being indicated by the reference characters B1 and N1, respectively. A first or clear operating circuit for the signal SS would include terminal B1 of the current source, front contact 5 of the relay SSH, front contact 6 of the relay SSD, wire 7, mechanism of the signal SS and terminal N1; and a second or approach operating circuit would include terminal B1, from contact 5 of relay SSH, back contact 6 of relay SSD, wire 8, signal mechanism and terminal N1.

The track section DE is provided with an alternating current track relay TR connected across the rails at the entrance end of the section and a source of alternating current having connection across the rails at the leaving end of the section. The source of alternating current would be any suitable source, and as here illustrated it is a source provided with terminals BX and NX. Normally, that is, when no train occupies the section DE and the signal lever SL has not been moved to govern the signal SS, non-coded alternating current from the secondary winding of a track transformer TF is applied to the rails of the section DE through back contacts 24 and 46 of a relay RR to be referred to, and wires 32 and 34 and the track relay TR is energized, the primary winding of the transformer TF being connected to the terminals BX and NX of the source of alternating current. This source of alternating current is also used as a source of coded alternating current which is supplied to the rails of section DE in the manner to be explained hereinafter. The track section DE is shown in the drawing as being occupied by a train illustrated conventionally at TN and which train is equipped With train control and cab signal equipment that is to be given a departure test. This train control and cab signal equipment is of a continuous inductive coded type and includes a pair of receivers 10 and 11 mounted in advance of the leading pair of wheels of the train, one over each rail for inductive relation therewith, and whereby voltages are inductively picked up in response to alternating current flowing in the rails. Furthermore, when the alternating current supplied to the rails is recurrently interrupted at dififerent code rates to form different code patterns then the voltages picked up by the receivers have corresponding code patterns. Furthermore, the magnitude of the voltages picked up will be in proportion to the magnitude of the rail current and in systems of the type here involved the rail current is adjusted so that the magnitude of the picked up voltages must have at least a selected minimum value before the train control equipment properly responds. By way of illustration, I shall assume that the minimum value of the rail current selected for which the train carried train control and cab signal equipment is to respond is of the order of 2.2 amperes and that the usual working value of rail current is of the order of 2.8 amperes.

The receivers 10 and 11 are connected to the train control equipment mounted on the train and the two receivers are connected to add their effects when current flows in the rails in opposite directions in any given instant.

The train carried equipment includes an amplifier, a group of decoding units and a cab signal and this equipment is illustrated in block form because it may be any one of several known arrangements for such equipment and its specific structure forms no part of my present invention. This equipment may be similar to that disclosed in Letters Patent of the United States No. 2,462,454, granted February 22, 1949, to Leslie R. Allison for Train Carried Cab Signal Apparatus. It is sufficient for the present application to point out that the amplifier indicated by the rectangle AMP includes an electron tube amplifier of one or more stages and a master code following relay which is operated at rates corresponding to the code rates of the voltages picked up by the receivers 10 and 11. As an aid to the understanding of the invention, 1 shall assume that code rates of 75, and 270 cycles per minute are used. That is, the alternating current supplied to the track circuit of section DE is recurrently interrupted at the code rates of 75, 180 and 270 times per minute and the voltages picked up by the receivers have a corresponding code rate causing the master code following relay to be operated at these code rates. These code rates are those used to reflect different trafiic conditions and according to the usual practice the 180 code rate reflects a clear trafiic condition, the 75 code rate reflects an approach traflic condition and the 270 code rate is used to cut out when the train is about to leave the equipped territory.

It is to be understood, of course, that the code rates here cited are used by way of illustration and other code rates can be used.

The decoding unit DU includes a group of tuned circuits having inductance and capacitance which are tuned to resonance at frequencies corresponding to the code rates of the track circuit current. That is, there are three decoding units which are tuned to frequencies corresponding to the 75, 180 and 270 code, respectively. The code following relay of the amplifier when operated supplies current through a decoding transformer to these decoding units in multiple and the unit corresponding to the code at which the relay is operated is effectively energized and in turn energizes a corresponding decoding relay. These decoding relays of the decoding units are used in turn to control circuits for the cab signal lamps and other train control devices. The lamp circuits are supplied with current from a train carried source of power Which may be a 32 volt battery not shown, but illustrated in the drawing by the reference characters B and N designating the positive and negative terminals, respectively, of the source.

The cab signal of the equipment comprises four lamps designated H, M, L and U, respectively. In accordance with usual custom, the arrangement is such that the lamp H is used to indicate high speed or clear conditions and is illuminated in response to the code rate of 180. The lamp M is a medium speed or approach signal and is illuminated in response to the 75 code rate. The lamp L is a low speed or slow signal and is illuminated in response to no current or noncoded current being picked up by the receiver or when the rail current is less than the prescribed minimum value. This lamp L is thus illuminated when the coded rail current below the minimum value of 2.2 is supplied. The lamp U is a cutout signal lamp which is illuminated in response to the 270 code rate and is used in the usual manner when the train is leaving train control territory.

In accordance with my invention, I provide a plug connector of any suitable form, an element 12 being carried on the train and an element 13 being mounted along the section D-E at a point near the exit end and disposed so that the train carried element can be inserted therein by the provision of a suitable cable. The element 12 carried on the train is preferably the terminal element of the coupler and each terminal thereof is connected to the positive side of a lamp circuit, there being a terminal for each of the lamps H, M, L and U, these terminals being identified in the drawings also by the reference characters H, M, L and U to readily identify the terminal with the corresponding lamp. The wayside element 13 of the coupler is the receptacle element and its terminals are designated by the characters H, M, L and U to designate the corresponding mating terminals of the element 12. The coupler is also provided with two terminals N which correspond to the negative terminal of the train carried source. Furthermore, the coupler is provided with a pair of mating terminals B1 which for the element 12 are connected by a short connector 23, the function of which will appear hereinafter. Thus, when a train such as train TN enters the section DE, and its train control equipment is to be tested, the train stops and a train crew member inserts the train carried element 12 of the coupler into the wayside element 13.

The wayside test equipment includes a group of relays HR, MR, LR and UR which are operatively associated with the lamps H, M, L, and U, respectively, by being connected in multiple with the respective lamp circuit through connections completed by the coupling 1213.

For example, the relay HR has one terminal of its winding connected to a receptacle terminal H of the element 13 by wire 15 and the other terminal of its winding connected to the receptacle terminal N of the element 13 by wire 16, and hence when the coupler is connected the relay HR is in multiple with the lamp H by a connection that extends from the positive side of the lamp circuit of lamp H through wire 69, plug terminal H of the element 12, receptacle terminal H of the element 13, wire 15, winding of relay HR, wire 16, terminal N-N of the coupler and Wire 38 to terminal N of the train carried source. Similarly, each of the other relays MR, LR, and UR is provided with a connection through the coupler 1213 to the corresponding lamp of the cab signal and which connections will be more fully described when the operation of the apparatus is taken up. It follows that with the coupler 12-13 connected then each of the Way side relays HR, MR, LR and UR of the test equipment is connected in multiple with a corresponding lamp of the cab signal and each relay is energized and picked up when current is supplied to the respective cab signal lamp for illuminating that lamp.

The relays HR, MR, LR and UR are provided with associated repeater stick relays HP, MP, LP and UP, respectively, and each of which stick relays is made slightly slow acting by means of a resistor connected across the relay winding in the well-known manner. The test apparatus is also provided with a time element device TE and an associated stick relay LL. The time element device TE may be any one of several known structures and as shown is of the relay type, and it is suflicient for this application to point out that this relay is provided with a clutch winding 17 and a stepping or operating winding 18. The relay armature is biased to a normal or released position closing the check or back contacts 19 and 20 and is operated in a step-by-step fashion to close its front contact 21 in a selected time interval when both the windings 17 and 18 are supplied with energizing current. Also, the armature is held in its picked up position by the energization of the clutch winding 17 alone. As shown in the drawing, the front contact 21 is closed after ten seconds operation of the relay but other time intervals can be provided.

The test apparatus also includes a control relay G for interconnecting the wayside test apparatus with the apparatus for governing the signal SS. Furthermore, a group of continuously active coders 75CT, 180CT and 2711GT is provided, these coders being of any suitable type and as here shown they are of the relay type which are operable to alternately close front and back contacts at a selected code rate when the winding of the relay is supplied with energy. As here used, the coders 75CT, 130CT and 270CT are adjusted so as to operate their respective contacts at the code rates of 75, 180 and 270 times per minute, respectively. This group of coders may be used for supplying coded currentfor the test apparatus and also for supplying coded current for the traflic controlled apparatus.

In describing the operation of the apparatus, I shall assume that the train TN has moved into the section DE in preparation to starting upon a trip over the equipped territory and that the track relay TR has been shunted when the train enters the section. Also, it is assumed that the operator at the wayside station has moved the lever SL to the right-hand position indicated by dotted lines to complete a simple circuit for the relay RR. This relay is picked up opening back contacts 24 and 46 and thereby disconnecting the secondary winding of transformer TF from the track section DE and discontinuing the supply of the noncoded current. The wayside signal SS does not clear at once in response to movement of the lever SL due to the fact it is controlled also through the test apparatus which controls the signal control relay SSH in a manner to shortly appear. When the train enters the section DE and stops at the rear of the signal SS, a member of the train crew takes the train carried element 12 of the coupler and inserts it in the wayside element 13 and thereby completes the previously described circuits by which the relays UR, HR, LR and MR are connected in multiple with the respective cab signal lamps. When the coupler 1213 is connected, the test apparatus immediately proceeds upon a test operation consisting of several steps which will be taken up one at a time.

In the first step of the operation of the cycle a circuit is closed for supplying coded current of the 75 code rate and at the high or working energy level of 2.8 ampers, to the rails of the section DE. This supply circuit can be traced from terminal BX of the source of alternating current through contact 25 of coder 750T, wire 26, back contact 27 of relay MP, wire 28, back contact 29 of relay G, wire 30, back contact 31 of signal control relay SSH, front contact 24 of relay RR, wire 32 to the top rail of section DE, train shunt to the lower rail of the section, impedance 33, lead wire 34, and front contact 46 of relay R to terminal NX of the source of alternating current. The current thus supplied to the section DE is of the 75 code rate and as explained hereinbefore, the parts are so proportioned that the rail current is of the working value prescribed for the apparatus and is of the order of 2.8 amperes. In response to this rail current of the 75 code rate of the usual working value, the voltages picked up by the receivers 10 and 11 are amplified and cause the master code following relay of the amplifier to be operated at the corresponding 75 code rate with the result that the corresponding decoding unit is effectively energized and the circuit for the lamp M is supplied with energy for illuminating the lamp. Energy is also supplied to the wayside relay MR by the connection extending from the positive side of the lamp M through wire 35, terminals MM of the coupler 12-13, wire 36, winding of relay MR, wires 37 and 16, terminals N--N of the coupler and wire 38 to terminal N of the train carried source. Relay MR then picks up, closing its front contact 39 to complete a pickup circuit for the associated stick relay MP, this pickup circuit extending from terminal B1 of the wayside source through the upper pair of terminals B1--B1 of the coupler 1213, connection 23, the lower pair of terminals B1B1 of the coupler, wire 40, back contact 41 of track relay TR, wire 42, back contact 43 of relay G, checking and back contacts 19 and 20 of the time element device TE, wire 44, from contact 39 of relay MR, winding of relay MP and wire 45 to the negative terminal N1 of the wayside current source. 7 The relay MP on picking up completes a stick circuit by which the relay is retained energized subsequent to the release of relay MR and which stick circuit is the same as the pickup circuit previously traced up to the contacts 19 and 20 of the time element relay TE, and thence by wire 47, front contact 48 of the relay MP, winding of the relay and wire 45 to the negative terminal N1 of the power source. With the stick relay MP picked up, opening back contact 27, the circuit for supplying coded current of the 75 code rate to the rails is open. However, another path is provided for supplying coded current of the 75 code rate, but this other path includes resistance and the magnitude of the circuit is reduced to a value slightly below the minimum prescribed value of 2.2 amperes. When the relay MP is picked up to discontinue the supply of coded current of the 75 code rate at the normal working value, the first step of the test operation is completed, this step indicating that the train carried apparatus operates properly for energizing the lamp M in response to the 75 code rate current.

During the second step in the test operation coded current of the 75 code rate and of a magnitude slightly below the required minimum pickup value of 2.2 amperes is supplied by a circuit that extends from terminal BX through contact 25 of coder 75CT, wire 26, a resistor 49, back contact 50 of relay LL, front contact 27 of relay MP and thence through the circuit previously traced for supplying current of the 75 code rate to the rails of the section D-E, the resistor 49 being proportioned to cause the magnitude of the current to be reduced to a value slightly below the minimum pickup value.

If the train carried cab signal equipment is operating properly at its prescribed adjustment, the master code following relay of the amplifier AMP will cease operation when the coded current applied to the rails is reduced to a value below the minimum pickup value prescribed and with the master code following relay not operated then the lamp M is extinguished and the lamp L is illuminated. The relay MR of the test equipment will also be deenergized and released when energy is no longer supplied to the lamp M of the cab signal.

With the lamp L of the cab signal supplied with current then current is also supplied to the relay LR due to the connection extending from the positive side of the lamp L through wire 51, terminals L--L of the coupler 1213, wire 52, winding of relay LR, wires 37 and 16, coupler terminals NN, and wire 38 to the terminal N of the train carried source. When the relay LR picks up, a pickup circuit is completed for the corresponding stick relay LP, the pickup circuit for relay LP extending from terminal B1 of the wayside source through the circuit traced for the relay MP up to wire 44, and thence through back contact 39 of relay MR, wire 22, front contact 53 of relay LR, winding of relay LP and wire 45 to the terminal N1 of the wayside current source. The relay LP on picking up completes its stick circuit by which it is retained energized subsequent to the release of the relay LR and which stick circuit is the same as its pickup circuit up to the contacts 19-20 of the time element relay TE, and thence over wire 47, front contact 54 of relay LP and winding of that relay and wire 45 to terminal N1.

Since both stick relays MP and LP are now picked up, a circuit is completed for the clutch Winding 17 of the time element relay TE, current flowing from terminal B1, through back contact 55 of relay MR, front contact 56 of relay MP, front contact 57 of relay LP, back contact 58 of relay HP, back contact 59 of relay HR, wire 60, and winding 17 of relay TE to terminal N1. The operating winding 18 of the relay TE is supplied with current through the contact 61 of the coder 270, with the result the relay TE is operated to move its contacts from the bias position to the operated position where front contact 21 is closed, and which operation requires the interval of seconds as here illustrated. It is to be noted that as previously explained the relay TE when operated to close its front contact 21 is held in that position as long as the clutch winding 17 remains energized. The closing of contact 21 of the time clement TE completes a pickup circuit for the relay LL and which circuit extends from terminal B1 through front contact '62 of relay LP. wire 63. contact 21 of relay TE, winding of relay LL and wire 45 to the negative terminal N1 of the current source. The relay LL once picked up is retained energized by a stick circuit that includes front contact 62 of relay LP and its own front contact 64. With the stick relay LL thus energized and picked up opening back contact 50, the circuit for supplying current of the 75 code rate and of the low magnitude is opened. When the supply of the current is discontinued, the second step in the testing operation is completed, this second step continuing for 10 seconds during the operation of the relay TE and giving the train operator sufficient time to test his acknowledging and speed control devices that may be supplied with the train carried equipment but not shown since they involve no part of my invention.

It is clear that if the adjustment of the train carried equipment has varied so that the code following master relay of the amplifier does not cease operation when the value of the current is reduced below the prescribed minimum value, but continues to be operated at the low value of rail current then the corresponding tuned circuit of the decoding unit would be effectively energized and the lamp M would be illuminated in place of the lamp L. Furthermore, if the lamp L of the cab signal fails to be illuminated then the wayside relay LR is not energized and the cycle of operation is discontinued.

The picking up of the relay LL initiates the third step of the test operation and during this step current of the 180 code rate is supplied to the section D-E, the supply circuit extending from terminal BX through coder contact 65 of coder 180CT, wire 66, back contact 67 of relay HP, wire 68, front contact 50 of relay LL, and thence to the rails of the section DE by the circuit previously traced by which current is supplied thereto. The parts are so proportioned that the current of the 180 code rate is of the preselected working value prescribed for the rail current and the voltages induced in receivers 10 and 11 are effective to operate the master code following relay of the amplifier AMP and effectively energizing the corresponding decoding unit with the result that the lamp H is energized and illuminated. Current is now supplied to the wayside relay HR of the test apparatus by the connection extending from the positive side of a lamp circuit H through wire 69, terminals H-H of the coupler, wire 15, winding of relay HR, wire 16 and terminals N-N of the coupler and wire 38 to terminal N of the train carried source. With the relay HR picked up opening back contact 59, the circuit by which current is supplied to the clutch winding 17 of the time element relay TE is open and that relay is deenergized and released to its normal or biased position closing contacts 19 and 20 and opening contact 21. The closing of front contact 70 of the relay HR completes a pickup circuit for the associated stick relay HP and which pickup circuit is the same as previously traced for the stick relays MP and LP, up to back contact 53 of relay LR, and thence through wire 71, front contact 70 of relay HR, winding of relay HP and wire 45 to terminal N1. Relay HP on picking up completes a stick circuit which is the same as the pickup circuit up to back contacts 19 and 20 of the relay TE and thence over wire 47, front contact 72 of relay HP and the winding of that relay and wire 45 to terminal N1. With stick relay HP picked up opening back contact 67, the circuit by which current of the code rate is applied to the section DE is opened and the operation of the train carried equipment for energizing the lamp H and the test relay HR is discontinued. This completes the third step in the operation and during which step the operation of the train carried equipment is tested for control of the high speed or clear signal lamp H.

The picking up of the stick relay HP also initiates a fourth step in the test operation and during which step current of the 270 code is supplied to the track section DE for control of the cab signal equipment. This circuit for supplying the 270 code rate current extends from terminal BX through contact 73 of coder 270CT, wire 74 back contact 75 of relay UP, wire 76, front contact 67 of relay HP, wire 68, front contact 50 of relay LL and thence to the rails through the previously traced circuit for supply coded track circuit current. The parts of this circuit for supplying current of the 270 code rate to the rails of section DE are proportioned for the current to have the working value and the master code following relay of the amplifier AMP is operated at the 270 code rate and the corresponding decoding unit energized with the result that the cab signal U is illuminated and the wayside relay UR of the test apparatus is energized, the connection for the relay UR extending from the positive side of lamp U through wire 77, terminals U-U of the coupler, Wire 78, winding of relay UR, wire 16 and terminals NN of the coupler and wire 38 to the negative terminal N of the train carried source. The relay UR on picking up closing front contact 79 completes a pickup circuit for the associated stick relay UP and which pickup circuit is the same as previously traced for the stick relay HP up to wire 71, and thence through back contact 70 of relay HR, wire 80, front contact 79 of relay UR, winding of relayUP and terminal N1. The relay UP on picking up closing its front contact 81 completes a stick circuit by which it is retained energized subsequent to the release of relay UR and which stick circuit is the same as the stick circuit traced for relay HP up to wire 47, and thence through front contact 81 of relay UP and the winding of that relay to terminal N1.

When the stick relay UP is picked up opening hack contact 75, the circuit by which current of the 270 code rate is applied to the section DE is interrupted and the train carried equipment is no longer operated at this code with the result the lamp U is extinguished and the wayside relay UR is deenergized. This completes the fourth step of the test operation and during which step the proper operation of the train carried equipment for operating the lamp U is tested. At the end of this fourth step in the test operation, all of the stick relays MP, LP, HP and UP, as well as the relay LL, are energized due to their stick circuits and under this condition of the relays the fifth step of the test operation is initiated and during which step coded current of the 75 code rate and at the working magnitude is again supplied to the rails of the section DE, this supply circuit extending from terminal BX through coder contact 25 of coder 75CT, Wire 26, front contact 75 of relay UP, wire 76, front contact 67 of relay HP, wire 68, front contact 50 of relay LL, front contact 27 of relay MP, wire 28, and thence to the rails of the section DE as previously traced for these supply circuits. This coded current is of the standard working value and the train carried equipment is again operated to supply energy to the lamp M and also to the wayside relay MR, this operation being the same as explained hereinbefore.

When the relay MR is picked up the fifth step in the test operation is completed and the sixth step is initiated during which step the relay G is energized and picked up to terminate the testing operation and prepare a circuit for clearing the signal SS. The circuit for energizing the control relay G extends from terminal B1 through back contact 82 of the track relay TR, front contacts 83, 84, 85 and 86 of the relays MP, LP, HP and UP, respectively, wire 87, front contact 88 of relay MR and winding of relay G to the negative terminal N1. Relay G is then retained energized by a stick circuit including back contact 82 of the track relay TR and its own front contact 89. With relay G picked up opening back contact 43, the stick circuits by which the stick relays UP, HP, LP and MP are retained energized are opened and these relays all are restored to their normal deenergized position, the opening of front contact 62 of relay LP removing energy from stick relay LL which then also releases. The closing of front contact 90 of relay G completes a circuit for the signal control relay SSH and which circuit also includes front contact 92 of the track relay TRl.

it) With the relay SSH picked up closing front contact 5 21 signal operating circuit is completed for operating the signal, the operating circuit completed being determined by the position of the contact 6 of the relay SSD which is responsive to traffic conditions in advance.

With the signal control relay SSH picked up, it opens its back contact 31 and thereby opens the circuit by which coded current is supplied through the test apparatus to the rails of the section DE and closes at front contact 93 a circuit by which coded energy of either the or code rate is supplied to the section through contact 94 of the relay SSD, current of the 75 code rate being supplied when the back contact 94 is closed and current of the 180 code rate being supplied when the relay SSD is picked up. It follows that with the completion of the test operation and the clearing of the signal SS, coded current corresponding to traffic conditions in advance of signal SS is supplied to the rails of section DE to cause a corresponding operation of the train carried equipment, operation of the train carried equipment being as previously explained. With the test operation thus completed and the signal SS cleared for the train to advance, then the train crew members would disconnect the coupler 12-13 and the train is ready to proceed into the equipped territory.

Although I have herein shown and described but one form of apparatus for testing railway train control and cab signal equipment embodying my invention, it is to be understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In test apparatus for train carried continuous inductive coded train control equipment which includes a receiver mounted on the train for inductive relation to the track rails and a cab indicator device which is energized in response to energy of a selected code picked up by the receiver, the combination comprising, a track section, a wayside current source, a wayside coder having contacts operable to provide said selected code, a circuit coupler having two elements one mounted on the train and one along said section to enable the elements to be connected when the train is standing in the section, said two elements having a pair of mating contact terminals closed when the coupler elements are connected, a wayside relay, circuit means including said pair of terminals to connect said wayside relay in multiple with said cab indicator device, other circuit means including a contact closed when said wayside relay is deenergized to connect said current source across the rails of said section through said coder contacts to supply coded current which causes said indicator device to be energized, said wayside relay being energized in multiple with said indicator device due to said coded current as a test of the proper operation of the train control equipment, and a wayside signal means controlled by a contact closed when said Wayside relay is energized.

2. In test apparatus for train carried continuous inductive coded train control equipment which includes a receiver mounted on the train for inductive relation to the track rails and a cab indicator device which is energized in response to energy of a selected code picked up by the receiver, the combination comprising, a track section, a wayside current source, a wayside coder having contacts operable to provide said selected code, a circuit coupler having two elements one mounted on the train and one along said section to enable the elements to be connected when the train is standing in the section, said two elements having a pair of mating contact terminals closed when the coupler elements are connected, a wayside relay, circuit means including said pair of terminals to connect said wayside relay in multiple with said cab indicator device, a stick relay having a pickup circuit including a front contact of said Wayside relay and a stick circuit including a contact closed when the train occupies said section, other circuit means including a back contact of said stick relay to connect said current source across the rails of said section through said coder contact to supply coded current which causes said indicator device to be energized, said wayside relay being energized in multiple with said indicator device due to said coded current as a test of the proper operation of the train control equipment, and a wayside signal means controlled by a front contact of said stick relay.

3. In test apparatus for train carried continuous inductive coded train control equipment which is used in a given train control territory and which equipment includes a receiver mounted on the train for inductive relation with the rails and a cab signal having a lamp illuminated in response to energy of a selected code picked up by the receiver, the combination comprising, a track section formed in the approach to said territory, a wayside signal located at the exit end of the section and operable when energized to display an indication which permits a train to enter the train control territory, a signal control relay, an operating circuit including a front contact of said control relay connected to said Wayside signal to energize that signal, a wayside current source, a Wayside coder having contacts operable to provide said selected code, a circuit coupler having two elements one mounted on the train and one mounted along said section to enable the elements to be connected when the train is standing in said section, said two elements having a pair of mating terminals closed when the coupler elements are connected, a wayside relay, means including said pair of terminals to connect said wayside relay in multiple with said cab signal lamp, means including a back contact of said wayside relay and a back contact of said signal control relay to connect said current source across the rails of said section through said coder contacts to supply current coded at said code to cause said lamp to be illuminated, said Wayside relay being energized in multiple with the lamp, and means including a front contact of said wayside relay to energize said signal control relay to automatically energize the wayside signal as a check that the train control equipment operates properly to illuminate the cab signal lamp.

4. In test apparatus for train carried continuous inductive coded train control equipment which is used in a given train control territory and which equipment includes a receiver mounted on the train for inductive relation with the rails and a cab signal having a lamp illuminated in response to energy of a selected code picked up by the receiver, the combination comprising, a track section formed in the approach to said territory, a wayside signal located at the exit end of the section and operable when energized to display an indication which permits a train to enter the train control territory, a signal control relay, an operating circuit including a front contact of said control relay connected to said wayside signal to energize that signal, a wayside current source, a wayside coder having contacts operable to provide said selected code, a circuit coupler having two elements one mounted on the train and one mounted along said section to enable the elements to be connected when the train is standing in said section, said two elements having a pair of mating terminals closed when the coupler elements are connected, a wayside relay, means including said pair of terminals to connect said wayside relay in multiple with said cab signal lamp, a manually operable Wayside contact device; means including a back contact of said signal control relay and a contact of said contact device to connect said current source across the rails of said section through said coder contacts to supply current of said code for illuminating said cab signal lamp and energizing said wayside relay, and means including a front contact of said wayside relay to energize said signal control relay whereby said signal is automatically operated to display its indication When the train control equipment operates properly to illuminate the cab signal lamp.

5. In test apparatus for train carried continuous inductive coded train control equipment which includes a receiver mounted for inductive relation with the track rails and having a cab signal provided with two lamps a first one of which is illuminated in response to energy of a selected code and of at least a minimum value icked up by said receiver and a second one of which lamps is illuminated when energy of said code but less than said minimum value is picked up by said receiver, the combination comprising, a track section, a wayside coder means operative to supply current of said selected code, a first and a second wayside relay, a coupler having two elements one mounted on the train and the other along said section to enable the coupler to be connected when the train is standing in the section, said coupler elements having a first and a second pair of mating terminals which are closed when the coupler elements are connected, circuit means including said first and second pairs of terminals to connect said first and second wayside relays in multiple with said first and second cab signal lamps respectively, an electromagnetic time ele ment device having a contact which is closed only when the device is energized a selected time interval, a first circuit to connect said coder means to the rails of said section, said first circuit supplying coded current of a magnitude effective to cause the energy picked up by the receiver to be above said minimum value, means including resistance and a contact closed when said first relay is picked up to reduce the value of current supplied by the coder means and cause the energy picked up by said receiver to have a value just less than said minimum value, means including a contact of said second relay when picked up to energize said time element device, said time interval Providing a test period, and means including said contact of said time element device to disconnect :said resistance means.

6. Test apparatus for train carried continuous inductive coded train control equipment having a receiver mounted for inductive relation with the track rails and a plurality of different train control devices which are selectively energized in response to energy of different codes :picked up by the receiver, comprising in combina- .tion, a track circuited section having a track relay which is shunted when ,a train occupies the section, a circuit coupler having two mating elements one mounted on the train and one mounted on the wayside along the section to enable the two elements to be connected when the train is standing .in the section, said elements having mating contact terminals, a *wayside group .of relays there being an individual relay for each said train control device, circuit means including mating circuit terminals .of said coupler elements to connect each said relay in multiple with the corresponding train control device, each said relay 'being energized when the corresponding devicezis energized, a group of wayside coders one for each of said different codes, each said coder having contacts operable :to provide the corresponding code, a source of alternating current, a plurality of different circuit paths having connection .across the rails of said section, each said path including said current source and contacts of .a selected one of said coders, and other circuit means including contacts of said group of relays and a back contact of said track relay .to close said circuit paths one ata time ina selected sequence, whereby currents of said :diiierent codes are supplied :to the rails of said section in said sequence to :test the (operation of each said train control device.

7. Test apparatus for train carried continuous inductive coded train :control equipment having a receiver mounted for inductive :relation with the track rails and a plurality of dilferent tra'in control devices which are selectively energized in response to energy of different codes picked up by the receiver, comprising in combination, a track circuited section having a track relay which is shunted when a train occupies the section, a circuit coupler having two mating elements one mounted on the train and one mounted on the wayside along the section to enable the two elements to be connected when the train is standing in the section, said elements having mating contact terminals, a wayside group of relays there being an individual relay for each said train control device, circuit means including mating circuit terminals of said coupler elements to connect each said relay in multiple with the corresponding train control device, each said relay being energized when the corresponding device is energized, a group of wayside coders one for each of said different codes, each said coder having contacts operable to provide the corresponding code, a source of alternating current, a plurality of different circuit paths having connection across the rails of said section, each said path including said current source and the coding contact of a selected one of said coders, an electromagnetic selector means operable to different positions, means including contacts of said group of relays and a contact of said track relay having connections to said selector means to operate the selector to its different positions one. at a time, and other circuit means including contacts of said selector means closed at its different positions to close said circuit paths one at a time in a given sequence.

8. Test apparatus for train carried continuous inductive coded train control equipment having a receiver mounted for inductive relation with the track rails and a plurality of different train control devices which are selectively energized in response to energy of different codes picked up by the receiver, comprising in combination, a track circuited section having a track relay which is shunted when a train occupies the section, a circuit coupler having two mating elements one mounted on the train and one mounted on the wayside along the section to enable the two elements to be connected when the train is standing in the section, said elements having mating contact terminals, a wayside group of relays there being an individual relay for each said train control device, circuit means including mating circuit terminals of said coupler elements to connect each said relay in multiple with the corresponding train control device, each said relay being energized when the corresponding device is energized, a group of wayside coders one for each of said different codes, each said coder having contacts operable to provide the corresponding code, a source of alternating current, a plurality of difierent circuit paths having connection across the rails of said section, each said path including said current source and the coding contact of a selected one of said coders, a second group of wayside relay one for each relay of said first group, each relay of said second group provided with a pickup circuit including a front contact of the corresponding relay of the first group and with a stick circuit including a back contact of said track relay, and each relay of said second group having a front contact interposed in a selected one of said circuit paths, whereby currents of said different codes are supplied to the rails of said section one at a time to test each of said train control devices.

9. Test apparatus for train carried continuous inductive coded train control equipment having a receiver mounted for inductive relation with the track rails and a cab signal provided with a plurality of signal lamps which are selectively illuminated in response to energy of different codes picked up by the receiver, comprising in combination, a circuit coupler having two elements provided with a plurality of mating contact terminals, one element mounted on the train and the other element mounted at a given location along the wayside to enable the two elements to be connected when the train is standing at said location, a first group of wayside relays an individual one for each of said cab signal lamps, circuit means for each of said relays including a pair of mating terminals of said coupler to connect the relay in multiple with the corresponding lamp for the relay to be energized when the lamp is illuminated, a group of wayside coders one for each of said different codes, each said coder having contacts operable to provide the corresponding code, a source of current, a plurality of different circuit paths having connection across the track rails adjacent said given location, each said path including said current source and the contacts of a selected one of said coders, a second group of wayside relays one for each relay of said first group, each relay of said second group provided with a pickup circuit including a front contact of the corresponding relay of the first group and with a stick circuit including a contact operable by the train and closed when the train is at said givenlocation, a manually operable contact at said location, an initial one of said circuit paths including said manually operable contact and a back contact of a selected one of the relays of said second group and the contact of a selected one of said coders to initially supply current of a selected code to the rails, each relay of said second group having a front contact interposed in a selected one of said circuit paths and said second group of relays arranged to close said paths in a given sequence subsequent to the closing of said initial path.

References Cited in the file of this patent UNITED STATES PATENTS 1,942,157 Wickson Jan. 2, 1934 2,017,424 Whamond Oct. 15, 1939 2,275,909 Kemmerer Mar. 10, 1942 2,584,680 Doncyson Feb. 5, 1952 

